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W. G. WILLIAMSON 8v H. 0. FLADVAD. STEAM STEERING MECHANISM.

No. 25'7,'796. Patented May 9,1882.

Invenfor: 6%? 72222: M 744mb UNITE STATES" PATENT OFFICE.

WILLIAM G. WILLIAMSON 'AND HALVOR O. FLADVAD, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNORS TO SAID WILLIAMSON, GEORGE W. WIL- LIAMSON, AND JOHN D. WILLIAMSON, OF SAME PLACE.

STEAM STEERING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 257,796, dated May 9, 1882.

' Application filed January 25, 1882. (No model.)

To all whom it may concern:

Be it known that we, WILLIAM 0. WILLIAM- SON, a citizen of the UnitedjStatemand HAL- VOR O. FLADVAD,0f Swedemboth residing in v the city and county of Philadelphia, and State of Pennsylvania, have invented new and useful Improvements in Steam Steering Mechanism for Ships, of which the following is a specification.

Our inventionzrelates to starting, stopping, and reversing the rudder-moving engine by means of devices illustratedin the accompanying drawings, in which- Figure l is a side elevation. Fig. 2 is a sectioned side elevation of Fig. 1, and Figs.3 and 4 are machines which embrace the same general principles shown in Figs. 1 and 2, though they are somewhat changed in the construction and arrangement of their several parts.

A, Figs. 1 and 2, is the housing of the device, which controls the rudder-engine, on a frame, B, secured to the deck of a vessel. TurninginLbearings of thelhousing is a shaft, 0, having a hand-wheel,D, on its extension, and fitted with a screwnut, 1*], which moves in guides aof the housing to preserveits rightline motion and prevent it from turning on or with the screw 0. The ends of the guides limit the extent of its movement back and 0 forth,bywhich means the throw of the enginevalve is regulated. A screw-thread, b, is formed in the bottom edge of the nut for engaging with a worm,F, fitted loosely on a parallel shaft, G, of the same housing, with which it turns and slides alongbymeansof a feather, o. A collar, 0, of the worm 1S embraced by the forked end at of a bent lever, H, on a fixed center, 0. The other end f of the lever is in connectionwith thesteam-enginereverse valve,

link, or other reversing device through the medium of a rod, I. On an extension of the shaft G is a steering-wheel, J, which is belted to the pulley of the steering steam-engine. This same shaft also carries the drum'K for 5 working the tiller-ropes L. The steering wheel J is auxiliary. Should the engine give out or become interrupted it can takeits place by disconnecting it from the engine-pulley. The position of thebent lever H indicates that the steam is shut oft from the engine and it is at rest. By retracing the various parts it will be obvious that if the hand-wheel D is turned in any required direction-say that of the arrow g-rotary motion will be'iimparted to the screw 0. The nut E will be screwed or moved along it,and, being in contact with the worm F, will moveit in the same direction the arrow h. The movement of the worm will be transmitted by the lever H and rod I to the-steering reverse valve, link, or other reversing device, which will be proportionately opened and the engine moved in a consequent direction. The power exerted by the engine is transmitted by belting or other suitable wheel J andthe druin'K. The rotation of the latter operates the ship's rudder by the inter vening tiller-ropes L. The drum K turns the shaft G and its loose worm F,which, being in gear with the nut E, gradually forces itself alongtheshaftuntil the bentleverHis brought into the position shown in Figs. 1 and 2, for closing the reverse-valve, when the engine stops until the hand-wheel D is again turned for shifting the position of the ships rudder. The rotation of the hand-wheel D either way cannot move the nut E more than length of the guides a, which depends upon the extent of vibration to be given to the ships rudder.

In the modification Fig.3 thescrew Mis fixed and immovable. The hand-wheel M, to which is attached the screw M turns on and screws along the screw M. A forked end or collar, i, of a hentlever, M similar to thelever H, Figs.

1 and 2, embraces the screw M by which mo- 8 tion is given to the engine-valve through the intervention of a connecting-rod, as shown at I, Figs. 1 and 2. A stopnut, M limits the degree of motion ot'the lever M In the modification Fig. 4. the hand-wheel 0 N turns a screw, N, in housings N On the opposite end of this screw is another screw, having a regulating-nut, N in guides. The screw N engages a toothed wheel, N, on a sliding har,N This wheel in turn engages with a screw, N It will be readily seen that the motion given to the hand-wheel N causes the screw N to turn the toothed wheel N means from its pulley-wheel to the steering- 6 all the figures illustrated and described. The

nut E is operated by turning the wheelD. Its

travel back and forth is limited to the length of the guides to, which must be commensurate with the swing or vibration of the rudder, so that when the nut is at either end of the guides the rudder is either hard-port or hard-star- .board. The lever H, which takes its motion from the nut E through the worm F, has suffieient motion to cause the steering-engine to hard-port or hard-starboard the rudder. No matter how much power maybe applied to the -wheel I), the nut E when at the end of guides will be stationary, and the rudder will, at the limit of its vibration, either port or starboard.

WVe claim as our invention- .1. The combination, substantially as before set forth, of the hand-wheel D, screwed spindle G,nut E, moving in guides,serewed sleeve F, and the lever H. I

2. The combination, substantially as before set forth, of the hand-wheel D, screwed spindle O, nut E, moving in guides, screwed sleeve F, lever ll, and shaft G.

WILLIAM G. WILLIAMSON. HALVOR O. FLADVAD.

Witnesses:

FRANcIs D. PASTORIUS, RoBT. E. HACKETT. 

